Douglas DC3C accident near Anderson, Indiana, January 31, 1994
On January 31, 1994 at about 4:29 pm local time, a Douglas DC3C, registered N907Z, was substantially damaged in an accident near Anderson, Indiana (Anderson Municipal airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot in command's inadequate remedial action after a loss of directional control during the takeoff ground roll. Related factors are the copilot's failure to maintain directional control, and the snow covered, icy runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 31, 1994 · about 4:29 pm local time
- Place
- Anderson, Indiana · Anderson Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Douglas DC3C · all DC3Cs on the register
- Registration
- N907Z · no longer on the register · serial 12300
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
FOR THE ACCIDENT FLIGHT, THE COPILOT WAS TO PERFORM THE TAKEOFF, WHILE THE CAPTAIN (PIC) MONITORED THE INSTRUMENTS/ENGINE GAUGES. THE PIC STATED THE COPILOT CORRECTED TO THE LEFT WHEN THE AIRPLANE BEGAN TO DRIFT TO THE RIGHT SIDE OF RUNWAY 30 (WINDS OUT OF 340 DEGREES AT 7 KNOTS). THE AIRPLANE DRIFTED BACK TO THE LEFT AND CONTINUED TOWARDS THE LEFT SIDE OF THE RUNWAY. THE PIC STATED HE TOOK CONTROL IN AN ATTEMPT TO KEEP THE AIRPLANE FROM GOING OFF THE RUNWAY, BUT DUE TO 'LACK OF TRACTION' THE AIRPLANE CONTINUED OFF THE LEFT SIDE OF THE RUNWAY. THE AIRPLANE VEERED RIGHT, BACK ONTO THE RUNWAY, BUT THE BOTTOM AFT SECTION OF THE FUSELAGE STRUCK A VASI LIGHT. THE PILOTS DESCRIBED THE RUNWAY AS SNOW AND ICE COVERED.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,500 hours in all; 700 in this make and model; 150 in the last 90 days; 85 in the last 30 days; 1,300 as pilot in command; 100 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,564 hours
- Last inspection: approved inspection programme, January 26, 1994; 12 hours since
- Maximum gross weight: 26,900 lb
- Seats: 3
- Landing gear: retractable
- Engine: P&W R1830 (piston); 0 hours total
- Operator: Miami Valley Aviation
The flight
- Destination: FNT Flint MI
- Flight plan: IFR
- Runway 30, 5,400 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 7 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 2,000 ft
- Temperature: 18°F (-8°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 3:37 pm from AID, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.